Air-train-line coupling



septa I' l S. J. HAYES AIR TRAIN LINE dcouPLme Filed Oct. 2. 1923 3 Sheets-$heei l innn vhllllllll/ @jvmankol) 7 Jam! J f/a qi Sept S. J. HAYES AIR TRAIN LINE COUPLING Filed Oct. 2, 1923 3 Sheets-Sheet 2 a N Wm zjamael rf/z ea Sept. 30 1924.

S. J. HAYES AIR TRAIN LINE COUPLING Filed Oct. 2. 1923 3 Sheets-Sheet 5 Gite-Luz 1 Patented Sept. 30, 1924.

UNITED STATES SAMUEL J. HAYES, OF ROCK HILL, SOUTH CAROLINA.

AIR-TRAIN-LIN E COUPLING.

Application filed October 2, 1923. Serial No. 666,206.

T 0 all whom may concern:

Be it known that SAMUEL J. HAYES, a citizen of the United States, residing at Rock Hill, in the county of York and State of South Carolina, has invented certain new and useful Improvements in Air-TrainLine Couplings, of which the following is a specification.

The invention relates to hose couplings for railway cars, and includes simple and durable means adapted to automatically couple and uucouple abutting hose sections located beneath the cars of a train.

Broadly stated, the invention comp-rises an air train line coupling including a pair of abutting hose coupling members, locking devices for said coupling members, means for releasing the locking devices on separation of the cars in case the cars are uncoupled, and means for preventing the operation of lock releasing means when the cars break apart without the uncoupling of the car couplers.

The principal object of the invention is to provide means for retaining air pressure on both sections of a train in case the parts are purposely uncoupled, such air pressure being thus available for operating the air brakes, but with the same apparatus to provide for automatically applying the brakes in case something goes wrong, as, for example, when the coupling pin or hinge pin breaks, or when the drawhead pulls out entirely.

In the latter case, the improved device will function in such a manner that the air brakes will shut down immediately at both ends of the train just as is the case with the present system of coupling.

The improved apparatus does not cut out any part of the usual equipment, not even the present air hose, but is a distinct entity which may be applied to existing equipment and which serves a separate function of its own.

lVith the improvement, air ready for use is available on every car as soon as the draw heads meet and are coupled, and the engine pump has pumped the train line full of air. The angle cock remains in the open position at all times. When any part of the train, one, two, or any number of cars are cut oil, the air at the couplings is automatically cut off, thus leaving air present undiminished on both parts of the train, this air pressure being immediately available for stopping the cars that are cut loose from the engine but are still rolling by means of a valve that is located just in rear of present angle cock that has an opening that allows the air to escape when a rod which extends to each side of boxcar at foot of a ladder is pulled. The air escaping puts the brake down automatically without aid of hand brake. The rod extends to each step so that the brakeman can stand on a ladder of moving cars and pull the rod so the cars will stop.

In case any part of the improved equipment gets out of order, the old equipment is still intact and available for use in the usual manner as the improvement does not interfere in any manner with the present equipment.

When this improvement is employed there is no necessity for using the hand brake, while the-air hose is coupled from the engine to the first car in rear of the engine (while the engine is pumping air) except when a car is cut oil? and left standing on an incline. In such case, the air would leak out in the course of five or ten minutes; therefore, the hand brake must be applied in a case of this kind.

In no case will the air hose have to be coupled or uncoupled by hand from the time the improved apparatus is applied until it has worn out. The device couples and uncouples independently of the other parts of the brake mechanism.

The apparatus can be applied on any car in present use by any railroad, whether passenger or freight. In the case of passenger equipment, both the air, steam and signal appliances may be coupled or uncoupled by this method, the only difference being that partitions will be required in the coupler, forming separate passageways leading respectively to air, steam and signal equipment through separate hose.

The present improvement not only results in a saving of time, but will avoid any danger to employees, through misconstrued signals, given while the workman is beneath the car connecting air hose in the manner in which they are now coupled.

The improved apparatus also permits switch engines to have air coupled to all cars at all times, thereby permitting the engineer to handle his cars more easily, and with less erking while starting and stopping, thereby decreaslng the clalms that are now incurred by rough handling of cars by switch engines.

An illustrative embodiment of the invention is shown in the accompanying drawings in which Fig. 1 is a side elevation showing the improved mechanism applied to a freight car, parts of the car being shown tragmentarily.

Fig. 2 is a side elevation similar to Fig. 1 showing the operation of the device when the coupling pin breaks.

Fig. 3 is a side elevation similar to Figs. 1 and 2, but showing the operation of the device when the cars are purposely uncoupled, by withdrawing the coupling pins.

Fig. 4 is a detail view on an enlarged scale showing the two members of the automatic hose coupling separated slightly, and showing also the operation of locks for the improved hose coupling.

Fig. 5 is a horizontal sectional view of the couplers.

Fig. 6 is a top plan view of the hose couplers, parts of the car couplings being indi cated in dotted lines.

Fig. 7 is a detail side view showing details of construction of the lock releasing Fig. 8 is a detail of the coupling lock.

Fig. 9 is a diagrammatic view showing the operation of the device in case the coupling pin breaks.

Fig. 10 is a similar diagrammatic view showing the operation of the device in case the parts of the train are purposely uncoupled.

Fig. 11 is a detail sectional view showing the triple gasket used in the coupler where the device is applied to passenger equipment.

The mechanism is the same for each car and consequently will be described with reference to a single car only.

As shown in Fig. 1 an angle bar secured at the rear of the draw head 10 is formed with a vertical leg 11 perpendicular to the base oil the draw head. A rod or bar 13 is hinged to the rear end of the horizontal leg as at 15 and is normally secured against rotation about the pivot 15 by means of a brace as 16 pivoted thereto as at 17. A releasing pin 40 to be described more fully hereinafter, passes through the upper end of the brace rod and'also through the vertical leg 11 of the angle bar and ears 141 on the horizontal leg 12, (see Fig. 7

Suspended from the frame of the car are a pair of supports 18, 19, each of which carries upper and lower rollers 20, 21, adapted to receive a horizontal bar 22 at the end of which is supported the automatic hose coupler, generally designated 27.

As clearly shown in Fig. 5 the bar 22 is provided with a slot 23 through which the lower end of the rod 13 is adapted to extend. A spring 2 1 bears at one end against the bar and at the other end against the end of the slot.

A coil spring 25 runs parallel to the drawhead and directly beneath its center. An air hose 26 passes through the spring 25 ending at the coupling 27. Side springs 28 run parallel to the spring 25 and aid in holding the coupling 27 directly beneath the drawhead.

The hose 26 having a coupling 25) of the usual type on its rear end, couples to the usual hose 30 which is provided with a coupling 31 which eo-acts with the coupling 25).

As shown in Fig. 41, each coupler 27 comprises a horn or tunnel-shaped guide member 50 having a rolled edge 51 adapted to receive and guide the entering portion 52 of the opposite coupling. Located within the member 52 is the usual gasket and air valve 32. The valve 32 is normally seated by means of coil spring The coupler comprises also a locking mechanism to be described more fully hereinafter.

iVhen the ears carrying the hose couplings 27 come together 1 and 5) the springs 25 in both cars are tightly compressed as the couplings 27 are brought into engagen'ient. The gaskets it tightly together and form an air-tight joint. The valves 32 within the gaskets 53 are opened against the tension of the spring when the coupling members are brought into engagement. Air is thus permitted to flow free] y through the valves, and thence through the hose 2(3 and out tl'irough the coupling formed by members 29, 31.

The couplings 27 are adapted to be locked together when brought into engagement, as shown in Figs. 5 and 8. As shown in Fig. 4, each coupling 27 carries a notched block 33 secured to the entering member 52 and adapted to extend to the rear end of the horn when the couplers are ln'oi'ight into engagement. At the rear end of each horn 50 is hingedly mounted a iat-h 34- extend ing through a longitiulinal slot 5-1. spring-pressed pin or plunger 55 norn'ially engages a toe 56 at the rear end of the latch, thereby holding it in position to engage one of the notches of the block 83, (Fig. 8). hen the hose couplings 27 have once been locked in this manner, they cannot come unfastened unless released by a means to be hereinafter described.

Secured at its upper end to the coupling pin 35 and with its lower end 56 extending below the coupling head is a pin 37. This lower end 56 is normally engaged behind a. curved bar 57 secured to a se1ni-circular rod 58. The bar 57 is provided with a curved rearward extension 63. The SLl]1lCl1'(lll:tl rod 58 is formed on the lower end of: a pin or rod 59 extending through the outer end of the knuckle. The rod 58 and the extension 63 of the curved bar 57 normally hook .firmly held in Vertical through the curved rear end of the releasing pin 40. As the knuckle opens to the position shown in Figs. 2 and 9 the pin 40 is withdrawn, thereby releasing the brace 16 of the hinged rod 13.

In case the hinge pin breaks, the curved rod pulls out the releasing pin. In case the draw-head pin breaks the curved extension 63 kicks out the releasing pin.

Secured to the curved end 60 of the releasing pin is a cable 41 attached to a pin 42. A second cable 43 is secured to the plunger 55 which. engages the latch. 34. The cable 43 is provided with a ring 61 through which the pin 42 passes.

When the releasing pin 40 is withdrawn, carrying with it the pin 42, the cable 43 is released and the hose-coupling members 27-27 consequently remain locked.

The coupling members being locked and the cars moving apart, the bar 22 slides out of the guide rollers 20, 21. The pivoted rod 13 rotates about its pivot 15 and comes out of the slot 23, see Fig. 2. This operation, of course, breaks: the air connection at 29, 31, thus applying the brakes in the usual manner.

In case the hinge pin 39 breaks, the knuckle will pull out entirely carrying with it the semi-circular rod 58, thus withdrawing the pin 40 and releasing the cable 43 in the manner described above. The couplings 29, 31 are broken and the brakes applied as before. Similarly, if the entire draw-head pulls out, the hose coupling 2727 remains intact but the coupling 29-31 is broken and the brakes on both. cars are shut down as before.

When, however, the coupling intentionally pulled out for the purpose of uncoupling the cars, the pin 37 which normally extends'behind thecurved rod 57 (see Fig. 10) is raised. Vhen the pin 37 is out of the way, the rod. 57 is free to swing with the curved rod 58 through the hooked rear end of the releasing pin 40 without causing the releasing pin to be pulled out. As the cars move apart, the rod 13 still position by the brace 16, slides rearwardly in the slot 23 (see Fig. 3) thereby tightening the cable 43 and Withdrawing the plunger 55, releasing the latch 34 from the locking block 33. This operation releases the hose coupling members 27-27, each member remaining with its respective car.

As soon as the hose couplings 27-27 are released, the spring 24 acting upon the rod 13, returns it to the normal position at the end of the slot 23. The couplings27 being separated, the air valves 32 therein are immediately closed by means of springs 45, thereby retaining air pressure on each end of the separated train.

Each part of the train may therefore be pins 35 are I tion which is controlled by means of the air brakes instead of depending on hand-brakes as is now the case, when a part of a train is shifted to a side track.

The air brakes may be operated by any suitable means. may be located back on the train line. The valve may be provided with handles 66 accessible to a brakeman on the ladder at either side of the car. In jerking cars on a side-track, the brakeman can ride the lad der and when the car has reached the place where it should stop, he pulls the handle 66, thus opening the valve and applying the brakes.

The device may be applied to any car, whether passenger or freight. In the case of a passenger car, a three part gasket, such as is shown in Fig. 11, may be employed. In this construction. there are three separate passageways in the coupler leading respectively to the air steam and signal equipment through separate hose.

The invention has been described with great particularity for the purpose of illustration, but it is to be understood that it maybe varied in some of its details without departing from the scope of the invento be limited only by the claims.

What I claim as new and desire to secure by Letter Patent is 1. In combination with the ordinaryhose couplings for railway cars, an attachment comprising a second pair of coupling members, locks for said second coupling members, means for releasing said locks on separation of the cars in case the cars are uncoupled, and means for preventing the operation of said releasing means in case a coupling pin or hinge pin breaks or in case the draw head pulls out.

2. An air train line coupling as defined in claim 1 in which the abutting coupling members are releasably suspended from adjacent cars, said coupling with bars extending beneath the cars, sup porting brackets for said bars suspended. from the cars and guide rollers carried by said supports.

3. In an air train line coupling, in com bination, a pair of abutting hose coupling members, locks for said coupling members, each comprising a notched block a pivoted latch adapted to cooperate with said block, a spring-pressed plunger, engaging said latch, and means for withdrawing said plunger.

4. An air train line coupling for railway cars comprising, in combination, a pair of abutting hose coupling members supported on adjacent oars, locking means for said members and means for releasing said look ing means comprising a plunger, a cable secured to said plunger having a ring in For example a valve 65 members being provided one end thereof, a pin adapted to pass through said ring, a second cable secured to said pin, and means operable on the separation of said cars for pulling said second cable and releasing said pin, whereby said coupling members remain locked.

5. In combination with a hose coupling member for use on railway cars, a car coupler having the usual hinged knuckle, a semicircular rod carried by said knuckle, a releasing pin having a curved rear end engaged by said semi-circular rod a locking device carried by said hose coupling and connections between said releasing pin and said locking coupling, means for interrupting the connections between said releasing pin and said locking device when the cars are uncoupled so as to uncouple the hose couplings, and means for preventing the interruption of said connections when the cars break apart without the uncoupling of the car couplers.

6. An air train line coupling comprising, in combination with the ordinary hose couplings for railway cars, an attachment comprising a second pair of coupling members, locks for said second coupling members, means for releasing said locks on separation of the cars in case the cars are uncoupled, and means for preventing the operation of said releasing means when the cars break apart, without the uncoupling of the car couplers.

7. An air train line coupling comprising an attachment consisting of a pair of supplementary hose coupling members adapted to be releasably secured to the ordinary hose couplings, locks for said supplementary coupling'members, means for releasing said locks on separation of the cars in case the cars are uncoupled in the normal manner, and means for preventing the operation oi said releasing means when a coupling pin breaks.

8. An air train line coupling comprising an attachment consisting of a pair of supplementary hose coupling members adapted to be releasably secured to the ordinary hose couplings, locks for said supplementary coupling members, means for releasing said locks on separation of the cars in case the cars are uncoupled in the normal manner, and means for preventing the operation of said releasing means when a hinge pin breaks.

9. An air train line coupling comprising an attachment consisting of a pair of supplementary hose coupling members adapted to be releasably secured to the ordinary hose couplings, locks for said supplementary cou pling members, means for releasing said locks on separation of the cars in case the cars are uncoupled in the normal manner, and means for preventing the operation of said releasing means in case the draw head pulls out.

10. An air train line coupling for railway cars comprising a pair of abutting hose coupling members, locks for said coupling members, means for releasing said locks on separation of the cars in case the cars are uncoupled, and means for preventing the operation of said releasing means when the cars break apart without the uncoupling of the car couplers.

11. An air train line coupling comprising in combination with the ordinary hose conplings for railway cars, an attachment comprising a second pair of coupling members detachably secured to the ordinary hose couplings, locks for said second coupling members, means for releasing said locks on separation of the cars in case the cars are pm posely uncoupled whereby air pressureis available for operating air brakes, and means for preventing the operation of: said releasing means in case the cars break apart without uncoupling whereby the connections with the ordinary hose couplings are broken, and air is released, thereby shutting down the brakes.

12. An air train line coupling as defined in claim 11 in which an auxiliary hand operated air valve is provided on the train line, and a handle for operating said valve, whereby the air pressure may be released from the train line at will, in case the air pressure is maintained on the separate parts of the train, when the cars are purposely uncoupled.

In testimony whereof I aflix my signature.

SAMUEL J. HAYES. 

